The Preventive Maintenance Monthly is an official publication of the Army, providing information for all soldiers assigned to combat and combat duties. The magazine covers issues concerning maintenance, maintenance procedures and supply problems.

Summary:

From 1951 until 1971, Will Eisner illustrated and co-wrote PS. Self-descriptive in purpose, featured a mix of illustrated articles, diagrams, and comics.

Additional Physical Form:

Vols. for Dec. 1990-1991 distributed to depository libraries in microfiche.

General Note:

No. 61-<74> are photocopies (positive) copyrighted by Will Eisner Productions.

Generator sets come all shapes and sizes-and all need regular attention.
Right when you bivouac, f'rinstance, there're big things to do-
You find a spot to dig in for protection and set the rig nice and level. If you're
on soft ground, or the mud's deep, a plank or log foundation can clog the bog,
and you won't sink. Of course, if you're trailer mounted you've got it made.

Next get that tarpaulin up and peaked
that exhaust stack.

MXiCtI D-
10, ^

Like any asphalt jock knows, you'll check out the fuel tank and oil supply,
and make sure the cap's on the fuel tank good and the gasket's tight.

Whether your rig's dug in or cozy under a trap, remember the area has to
be well ventilated at all times. She's got to have air if you want her to do the job.

ri Hint: Get the firefightin'
tool parked a few feet
S away from the rig
before you start
^ Tt f,^ ^/*, ^,h

Then it's a fine idea to eagle-eye for missing nuts and bolts all around the
works, along with cotter pins and washers.
And now, if you've found nothing on the bum, your career as a power mag-
nate is about to begin.
CHECK THESE TURN AUTOMATIC
BEFORE STARTING TURN MANUAL VOLTAGE VOLTAGE REGULATOR TO
GENERATOR. REGULATOR TO EXTREME EXTREME COUNTER CLOCKWISE
COUNTER LOCKWISE
EMERGENCY
o .e STOP SWITCH
TO NORMAL
OPERATION
Fi I POSITION

You get 'er up to RPM, throw in the load switch -adjust that throttle again
while she's groanin' with pleasure-set 'er on AUTOMATIC as a good girl
runs-and you're off into the wild blue electronic yonder.
Except that right now you've got more checking out to do.
See if anything's vibrating too much, or any fuel's dripping. See if the fan's
going and the belt's OK, the governor's kicked in, and the fuel's clear and clean
in the bowl.
And remember you're double-datin' on this deal-you've got an engine on
one end, but the payoff is that generator on the other.

\ / SC 5HIFT YOUR EYES
TO -HERE THE MUSIC
SCOCiES OUT, AND
LOK FOR--

POWER TAKEOFF-Dirty
brushes, sparking, connec-
Slions loose. lilild I

7 MOR

XOLO USE-'N '00'-- \ t-j---- ~ MAKE SURE
FLLOW USE '00' ALL SWITCHES
STYLES SANDPAPER HU Oi F READ
S WHEN (NO LIQUID) BLADEFOR
CLEAN CLEANING
COMMUTATOR GROOVES
SEmery has ... And, for line work and
mineral in it fuse changes, make sure the
\ and mineral generator is stopped and all
r equals short switches are OFF or you'll
circuits and short-circuit your career for
ruined bearings sure.
Now, since you can't see inside that engine, or juice grinder, you've got a set
of detectives snooping there for you. They look where you can't, and report back
to you. Just scan that instrument board -you might see:

If you find 'em out of sorts with each other, a quick engine check is in order.
Look at-

Once you see a little smoke or hear a funny noise, you can't ignore it.
'Course that noise could come from a bum muffler rusted out, but if you don't
find out quick, sound the gong for support.
You've got another little helper around, too. It's called-

TIME TOTALIZER IHourmeter) -
Or run-time meter.

DON'T FORGET
YOUR TIME
TOTALIZER.
DOESN'TcLOCKT
THE. HOURS
IYOU IDLE.

It adds up the hours you run. It gives you the word on when you oughta
change that oil and oil filter, put new innards in the air cleaner, and clean
that fuel screen-only you gotta watch the figures.
Supposin' the roof doesn't fall in, though-don't let success swell your head.
Right when you think you've got it shaded, back off and look--
Like stand back a little and see if your rig's still sitting level. People just
stompin' around could make it settle.
If it slopes, the oil pump can starve out, or one end of the engine gets no oil
and burns up. Or there's strain on the bearings, and out goes one.
The smaller the generator the more often you must check your oil level.
9 IME

-~D~=\

LOOK BEHIND YOU
But maybe you checked the whole business, your RPM's are strictly by the
data plate-and still there's trouble-
Headquarters says power's low-Communications hollers for more juice-
Right then travel down the line.
Travel and see what's been hooked on. All kinds of things jump up out of
duffel bags and bite your outlets-like: F A

That's overload poison. It'll stop you colder'n a Williwaw-
You can suggest to the CO that maybe those grills and heaters could be one-
burner gasoline pieces if they just gotta be around. And you can jerk those 250-
watt bulbs.
You can explain to them that need to know that when you say your rig's
10 KW, that means ten total, and not 10 offa each pair of wires.
YOU
HELP YOUR HELP SHOULD
STUCK AROUND
TILL SHE
GOT GOING/

Sharing savvy with your relief may just keep you from having to take back
a pile of junk. And remember the outfit might have to move and reconnect when
you're not around. So-
Make sure he knows to never start with the circuit-breaker switch or the load
switch "On." In fact, those 28-volt communications generators are plumb guar-
anteed to burn out every time if you don't cut that breaker switch to OFF, and

stay there with it till she's going good-
Like you don't start your car with the clutch in and the gear handle in high-
And you can make sure your help knows to keep the tarp cover on, and to
wrap the machine up in it for a shutdown of any length-after it's cooled down,
of course.
You can teach the budding power genius not to ever put any gasoline or
carbon tet on the commutator or rings-or on any other bright metal.
You can make sure he knows to keep your spare fuel supply a safe spark dis-
tance from the rig-and under cover from the weather.
You can make sure he knows wet feet and hands-damp on both ends-can
mean THE END, for him, that is.
You can train him to treat dead circuits like live snakes.
With luck, you might even get him to help clean up.

THERE'S TREASURE HERE
Besides the TM's that came with your rig, there's others that can make you
a real power man.
TM 5-766 Electric Power Generation (Jul 65) and TM 5-765 Electrical Power
Transmission (Jan 57) will give you info on wire size.
Like you hafta get 120 volts 3-phase 33 amps carried 250 feet. With these
TM's figures, you'll know why you gotta have No. 8 for the "live" lines, and
for neutral, too.
If you're stateside, better check TB 5-6100-201-15 (21 Jan 66), 'cause it gives
you the scheduled replacement of generator sets.
11 M OE
|N)MORE

SOME HELPFUL HINTS
If you've unwrapped the rig, done a standard siart -
and no juice, no slurp, nothin'--
That's the time to reach for the switch labeled "Flash
Field," or vice versa. Often's not, it works. That field FIELD FLAk---
magnetism gets weak in bad weather shutdowns, and
the button just shoves a spark back through the works.
And for FSN's on necessities:
___WIRE, electrical, ground, No. 6 AWG
Rnn mff nr d Ofn n l...in d I 10 ft req, FSN 6145-189-6695.

I "(I LAMP, electrical ground rod,
'/~h to 1-in dia, FSN 5975-243-5861.
(You should find these in your TM-
O10's.) t' ]
A big help in waterproofing joints
(not the Ginza kind) and circuits is '
Sealing Compound, Liquid, FSN 8030-
983-5062, DoD Cat C-8000-IL-A (Jan
66). Paste form is FSN 8030-616-7696. I
A common sense way to save electric
loss and wire is cozying up close to your
biggest user. And life insurance for
everybody is marking those buried "c > '
shielded cables--a shovel stuck in the
wrong spot could mean shoveling the r, I

Insulator field fix: coke bottles, dou- i
ble half-hitched at small end to trees, o
power line tied to pinch-waisted part
(18 feet high at least!)- -a ---
Here're some take-along items that will be good to have with your rig:

)LING TIPS-Never, but
ill the gasoline tank with the
*ating (get an extension fuel
ead for auxiliary supply if
and if you have to operate
a-length stretches). In rocky
where ground rods won't go
ir water around the rod every
oke the rod in a crack between
get at ground moisture. Never
rater in radiators or batteries.

\ MARK

Puzzled over spark plugs for I2-HP and 3,HP military standard engines?
Here's a straightener-upper.
There are two plugs used in the six models. Like so-

FSN 2920-293-5212 All Mark I, both 1A08-1 and 2A016-1 Models.
FSN 2920-810-7082 All Mark II and Mark III, Models 1A08-2,
1A08-3, 2A016-2, and 2A016-3.
In other words. the Mark I models of the I 2- and i-HP engines use one rpe
of spark plug, and all other models of both sizes use a different type.

"'No%. there's only one
right %a tlo get the pulled
off Ihe geiueralor -hafl. I our
TM sats to use a '"uiable
puller'-and that puller's the
one in .our No. 1 or No. 2
Coinmoin Organizalional
Maintenance Tool 'et li.led
under F;N 5120-313-9196.

"And be mighty careful
how you hold the pulley while
putting' the torque wrench to
the nut or you can bust
chunks oul of Ihe pulley.
Iou can hold tihe pulle% in a
ise if sou use .ooden blocks
belreen the pulled and ihe
-is.e ja,*.

"You use tlie Ihref-ia'
setup that gel- all ihe %ay
behind lie pulled -nol jlust
into Ihe firli or second
groove. That %a. you'lll be
pullin' again-s the .Ironge-l
part ol tlie pullc and Aon'l
be so likely lo husl it. Li-e
hie -lide hummenr along ithii
the lulling arlion in ca.-e ii
needed a little jarring to gel
it loose.

"Or you can do the tight-
enin' after the generator's
installed in the vehicle. Use
an old fan belt to keep the
pulley 'n' shaft from turning .
That torque isn't so much
but what you can hold the
iille.' 'n' whaft -lill.

~.~L~Cg~~"iDatl;~

Dear Half-Mast,
I know that when the engine
crankcase dipstick shows FULL,
there's enough oil. And when it
shows above FULL, there's too
much. And when the level's at or
below the ADD (or LOW) mark, oil
should be added right now. What
I'd like to know is, can the oil
level be below FULL and still be
safe for operations?
SSgt W. E. R.

THE OIL LEVEL L N
SHOULD BE CHECKED
DURING OPERATIONS TOO--
EVEN SEVERAL TIMES A DAY
IF YOUR EQUIPMENT IS WORKING
HARD OR DOING A LOT OF (
TRAVELING. IF THIS CHECK
SHOWS THE LEVEL HAS DROPPED.
DON'T BOTHER ADDING OIL
UNLESS IT'S GONE DOWN
MORE THAN HALF-WAY
BETWEEN FULL AND ADD. -

SBUT, IF YOU NOTICE
THE LEVEL DROPPING
FAST, YOU'D BETTER
HUNT UP SOME MORE
OIL BEFORE THE
LEVEL GETS NEAR
THE ADD MARK.
SND BE SURE TO
REPORT THISOIL
GOBBLER ON YOUR
A FORM 2404 so
,'OUR ORGANIZATIONAL
MECHANICC CAN SEE
HERE THE OIL'S
GOIN6-AND WHY.
% /

/ 'AKE SURE 'OU FOLLOW "
/ YOUR TM ON "WHEN' YOU
S CHECK OUR CRANKCASE
OIL LEVEL. TM5 FOR SOME
EQUIPMENT CALL FOR CHECKING
WHEN THE ENGINE'S COLD--OR
AT LEAST WAITING A FE'/V
*MINUTES AFTER A HOT ENGINE'S
SHUT OFF, FOR OIL TO DRAIN
DOVVN INTO THE CRANKCASE
FROM UPPER PARTS OF THE <
\- ENGINE. THEN THERE'S
SOME EQUIPMENT YOU
CHECK RIGHT AFTER 'YOU
SHUT OFF THE ENGINE../

SIN AN INFORMAL, OR ROADBLOCK-TYPE,
INSPECTION, YOU COULD BE HANDED A
"SUGGESTED IMPROVEMENT" IF THE OIL LEVEL'S
DOWN MORE THAN HALF-WAY BETWEEN FULL
AND ADD. IF IT'S BELOW THE ADD MARK THAT'S
A DEFICIENCY.

4M00W 17

SUPPORT SUPPLIES THE PARTSh
?jEER CATCH
Replacement parts for your 21/2- and M--
5-ton truck M49-series ring mounts
are an echelon away. That's right! The
M49 weapon mount is a component of
the M36A1 truck mount. And parts for
this truck mount are still listed in old
Ord 8 SNL A-55, Section 50 (Mar 54) \\
- which is strictly for field mainte-
nance types. But the maintenance man-
ual-TNM 9-2010 IFcb 5'- is OK for
oreaniz.irionil mrinacncnLc u'c. f 0 u T^e.

FUEL TANK LIMITS FILL 'ER

"Fill fuel tank"
That's what it says in the operator's
manual for your tactical wheeled ve-
hicle. But it means just to the full mark
painted on or near the fuel tank-not
right up to the brim.
TB 746-93-1 (Oct 64), para 13f (2)
and (3) is still the word on how far you
go in refueling "tactical transport ve-
hicles"-no matter what kind of fuel
they use. The TB gives you the poop
on marking the fuel level limit so you
won't put in too much.
Filling right up to the top of the
fill opening will amount to overfilling
when the fuel expands, leaving the
door wide open for a fire or explosion.
A completely full tank sitting' in the sun
will overflow like crazy!

Always keeping your fuel level up
to the mark is mighty important. The
bigger the empty space is, the more
moist air can accumulate. It'll condense
and leave you trying to operate on
watered fuel.

'I

SAVE THAT TRAILER STAKE

Wish you could burn those loose M127 trailer o
stakes at the stake because they pop off the bolts--
and then you can't find replacements? Or you got a "
fix and it happened all over again? ( J
There's a cure for that. Part of the prescription
comes from keeping the wood from swelling against
the bolts and causing extra strain. The rest of the dose
is the right bolt-washer-and-nut combo-and you're I I /NNGi
right. They're not in TM 9-2330-207-24P. But they /
are listed in DoD supply catalogs.
Here's what vou need:
A l

Item
Bolt, FSN 5306-225-9081
Bolt, FSN 5306-012-0231

Lockwosher, FSN 5310-012-0214

Nut, FSN 5310-543-2629

Bolt, FSN 5306-225-8499

Nut, FSN 5310-298-9073

IN CATAlOG
C5306-IL-A, (B7
C5306-IL-A. CB7

C5310-IL-A, Sep 64

C5310-ll-A, Sep 64

C5306-1l-A, CB7

C5310-IL-A, Sep 64

Use On
Top Boards
Top Boards

Both Places

Top Boards

Side Boards

Side Boards

I i' 0 t A '+ '

But before you slap in the new bolts, keeps down squeaks. Then keep the
whoa up a minute. nut from backing off by staking the
Line up your holes, and see there's bolt threads a bit.
plenty of room. Otherwise, drill out the
holes with a bit-just so they're
cleaned out.
Space each board with shims about ST
1 of an inch before you drill, and make BOLT
the holes straight. THREADS
Then you can shove the new parts HERE
in, and draw up nuts against lockwash-
ers good and tight. That tight part

Getting all wrapped up in your work can be good-but not when you tangle
with a broken front starting cable from your M274 or M274A1 V2-ton light
weapons carrier.
You can bet the quick-disconnect that couples the front and back cables has
been clipping the end of the front cable tube. Maybe you've even felt the catch
everytime you gave the starter cable a pull. The cable end finally gets tired of
this rough treatment and just breaks off.
All you have to do is make sure -- -
the cable tube is adjusted extended
farther toward the rear so the quick-
disconnect is about half-covered by the
tube. Then it won't hit the tube end
because it'll already be part way inside OUI(K-DISCONNECT
the tube. HITS CABLE TUBE
And the whole works cable ends
and quick-disconnect-will last longer, SHOULD BE ABOUT HALF-COVERED
too, if some powdered graphite is shot
in there once in a while. The same
treatment at the front, where the cable
rubs against metal, will make for a
smoother cable pull and longer cable
life.

SMOOTH 'N' EASY
Your mule will be more cooperative about starting if you use the right pull.
Give a couple short tugs first, until the dog engages. Then, when you're
ready for the long pull, you won't tear things up.
The final pull should be steady, not jerky. And keep the pull within arm's
length, so the rope can rewind easy-like. You want to keep hold when it's
rewinding, with just enough tension so it won't kink up or slip free of the
quick-disconnect and get pulled back into the pulley housing or starter housing.

M151 1/4-TON TRUCK ... .

T ATLAST!

EXTRA
NUT

Dear Half-Mast,
What torque is needed on the turn stop lock nut of the M151 V-ton truck
to keep the stop in proper adjustment? SFC H. L. E.

THERE'S NO TORQUE
SPECIFIEP... JUST TIGHT
I GOOD ENOUGH!

Dear Sergeant H. L. E.,
If extra insurance is needed, what's recommended is another nut turned
down tight against the lock nut.
Or you can take a punch and upset the threads a little to stake the lock nut on
the bolt. #1 4-l^t

RIGHT TO THE CORE

Those sharp corners that mess up speedometer drives on M151 V4-ton trucks
need bother you no longer.
When you next need repair on that item, there's a smooth replacement with
nylon undies ready to take over-a new, longer, nylon-lined shaft assembly that
eliminates the need for the right-angle adapter coming out of the transfer case.

New cores come on FSN 2530-901-9685. Once. the basic change is made
on your vehicle, likely the only thing you'll need for fixup thereafter should be
the core alone.

It's mighty weird to see an aircraft rolling along the ramp with nobody at
the controls can happen! !
If your bird is parked on a down-hill grade, the chances of an unscheduled
flight are real. Add some of those not-so-gentle Spring breezes, even with the
bird parked on level terra firma, and it'll really take off.
So how does the ground crewman prevent a loose bird from being put out of
action because it strikes a truck, pole, hangar or another aircraft?
It's as easy as one, two, three.

One chock the wheels. Two see that the parking Three moor the bird. Use
When your bird comes in to brake is set. On big birds the tie-downs when there's a chance
roost, meet it with the chocks pilot may want to letthe brakes you'll get the wind conditions
in hand. ool off and may not set the given in the aircraft organiza-
I brakes tional maintenance pub.

Dear Windy,
Stop me if you've heard this one but what kind of an inspection tag
should we use on the aircraft first aid kits? I've seen everything from an AF
Form 50B and a DA Form 10-196 to a DA Form 2402. What say you?
SFC W. F. G.

Dear Sergeant W. F. G.,
I'd follow the first aid kit poop in
TB AVN 10 (19 May 65) and use just
a plain manila tag. The one you want,
FSN 8135-292-2355, is a 25/-in by
514-in size and you'll find it listed in
GSA Catalog (Jan 66) on Page 256 at
$2.90 per thousand.

Write the inspection due date on the
tag and attach it to the kit using the
wire and lead seal -that's the poop in
Section III, Para 9e of TB AVN 10.
Remember that the kit now gets in-
spected by the medics every year and
all the TM's are being changed to re-
flect this.
If the kit seal is broken or if it doesn't
pass inspection for any reason, turn the
tag over and write the reason for the
rejection. You also make with a red
diagonal in block 16 and a suitable
comment in block 17 of the DA Form
2408-13, sure 'nuff.
Hand carry the kit to the medics and
exchange it on the spot. If you can't
get an exchange, hang a DA Form 2402
exchange tag on the kit so it will be
inspected and returned to you.

TO EYE THE CHIP DETECTOR DO THEC FW !53
PLUGS, JUST... TH

Chip detectors have proven their worth in aircraft engines and transmissions.
Small wonder, then, that they're now going into all the Huey (UH-1) 42-degree
and 90-degree gear boxes-plus the transmission.

The purpose of these little jewels remains the same-the setting off of a
warning light in the cockpit which alerts the pilot that some chips of metal have
landed on the plug. Normally, this warning of an impending internal failure
gives the pilot enough time to make a normal landing.
But there have been some welcome PUSH IN
DRAIN PLUG-I
changes made on these Huey chip de- DRAIN PLUG
DON'T PULL IT.
tectors as you'll see when you pull one.
You'll find the detector within the (
drain plug. So it's a pushover to check
TWIST
without any messy, time-wasting pull---
ing of the drain plug.
To take out the detector just push the
magnetic insert in as far as possible
and twist it counterclockwise, to dis- ,
engage the pins from the plug, and lift 0 PUl OUT
the insert from the plug. Disconnect the
electrical wires from the insert. As the TWIST
insert comes out, a spring-loaded check DETECTOR
valve in the detector shuts off any flow
of oil ... clean, man, clean! LOCK
After you inspect the detector, put it PIN
back in the plug with a new O-ring and CHECK OFTEN FOR
connect the electrical wires. Be mighty (HIPS
sure the O-ring is seated or a lost de-
tector and oil will upset the apple-
cart! !

NO TEST FLIGHT NEEDED
HEY WAIT
i. JUST GOT WORD -
FROM WINDY.

Dear Sergeant D. B. D.,
Nossir-e-e. The cable is not in the flight control group which generally in-
cludes elevators, rudder, ailerons, trim tabs, wing flaps, speed brakes and slats.
If you change the governor, tho, Para 4a(1)(e) says a test flight is needed.

Some multi-fuel engines will run on
almost anything-but not a recip air-
craft engine. Some birds have been
juiced up with clear color JP-4 instead
of the AvGas called for in TB AVN-2
(27 Oct 65). To head off a de-fueling
chore keep an eye on the color of the
petrol going in your flying machine.
The color will also clue you in on the
grade.

UP-TO-SNUFF

CALL NUMBERS

Dear Windy,
The serial number of our Beaver (U-6) is 56-XXX. This number is also the
radio call number painted on the tail of our bird.
Somewhere along the line, tho, it seems that we lost a zero or two out of
the tail number and this can lead to paperwork errors. I say the radio call
number should not be exactly the same as the aircraft serial number.
Am I right?
SP6 F. J. P.
Dear Specialist F. J. P.,
Due to a fairly new policy, you're right as rain. But don't sweat it.
The next time your bird is scheduled for a complete repaint job, the first
numeral of the contract year and the hyphen will be dropped because they should
not be part of the call number.
Para 76 of TB AVN 7, Change 5 (8 Feb 66) on painting and marking of
aircraft says you need a minimum of five numbers. A zero will be added to give
your bird the correct call number of 60XXX.
A notation on the DA Form 2407 work request might be a helpful reminder
to your support when you put your bird in for repainting.
26

LEAVE THE KNIFE HOME OR... / ,w

HOW TO UNSNAG A TROOP CHUTE

Any member of a chute recoct r
team who carries a knife is "trouble." SQUEEZE
The urge to cut up may overwhelm CANOPY
RELEASE
him without warning and ... no chute TO FREE
can stand up to a knife. HARNESS.
Just a maneuver ago it was that some NO,
misguided knife-wielder recovered a N
T-10 main chute from a tree by slicing
through all 15 canopy suspension line
on two of the risers. Replacing the ri, rs
themselves would have cost less. But ...OR UNSCREW
with half of all the lines cut, the cost ONNECTOR i
went beyond the Army's rebuild criteria LINKS WITH
SCREWDRIVER
and this chute became salvage mate r a I
The proper way would have been to ,
squeeze both canopy releases to frec the ,
harness or unscrew the two-piece
connector links with a screwdriver. Souvenir hunting is just as bad as
Each link breaks down into two L- cutting lines. Some of these bigger
shaped connectors screwed together. cargo type chutes run in the $77 to
With the screws out, each suspension $1,200 range.
line can be removed separately. Please! No knives! OK?

A DOUBLECROSS WON'T WORK

LOOK LIKES
S CAN GET CROSSED
*- VERY EASILY
Appears 1963 model Ravens (OH-23G) are easy prey for a rather simple
ailment-crossed antenna leads.
Both the FM (ARC-44) and UHF (ARC-45) radio sets have their antenna
leads routed through the same crossmember hole inside the tail boom and there's
no way to tell which is which eyeball-style.
But you can sure notice operator style. If neither set will operate, this is
a pretty strong hint you've got a doublecross on your hands. If so, see your
support avionics type.

SDear Editor,
We got gigged recently for leaving an open quart can of
aircraft engine oil uncovered. It figured. The dust blows here
all the time and the oil in the can was definitely contaminated.
Over a cup of java, brewed in the back room, we got to
thinking that those plastic lids on 1-lb coffee cans might be
the answer. If they kept the coffee clean and dry after the can
was opened why wouldn't they do the same for an open can
of all?
Sure 'nuff, it turned out that the plastic lid is a perfect fit
for the quart oil can. It keeps out all dirt and moisture. Fact
is, we use them for hydraulic fluid, transmission oil and on
just about any 1-qt can made.
Keeping the lid on has put an end to open can gigs here.
Enrique B. Hoffman
Ft Huachuca, Arizona

L 048K
LUBRICATING OIL (Ed Noti ---ctually., when you open
AIRCRAFT TURBINE ENGIH1 a quart can of oil it's a good idea to use
S SYNTHETIC BASE it up if you can, say by refilling your
MII-L-7808E oil squirt cans. For those rare cases
9150-270.0056
"-.SA A6 UL i where you can't use a whole quart, the
Su.s. QUART plastic lid will help prevent contamina-
tion.)

AMSSM-ST-A (Nov 65) that the provisions of the circular remain in effect.

FITS TO A "T"
Dear Editor, / t
Page 19 of TM 9-1440-250-20/1 (Mar 65) shows a 1.j-in bolt WELD ,1 41 '
you can use to lift out and put back the locking wedge adjuster PIE(C
when you remove and install the forward locking wedge on OF ROD
your Nike-Hercules launcher's erecting beam. And para 18
c(1)(p) in the same TM says the bolt wants to be about three
inches long.
Trouble is... that locking wedge adjuster's not the easiest i. 6
thing to handle with a plain bolt. So we got one six inches BOLT
long ... had the head cut off .. and then had our support (WIT
people weld a piece of -in rod on the bolt. This gave us a EEAD
T-handle that really does the job. REMOVYDI
CWO Jerome J. Sonnier, Jr.
20 THREADS
B try D, 4th Msl Bn, 1st Arty PR
IN(H
(Ed Note-You're right it's a lot easier to maneuver that adjuster around
with a tool that has a handle. Some guys put a 7/16-in box-end wrench under the
head of the 3-in bolt and move the adjuster around that way, but it's awkward.)

THEY DON'T MIX

It's right here in para a. on page *S oif our L( 9-1 -i00-.250-20 ijan 65i.
E'ern quarterly, open the drain on the bottom of the hydraulic oil reservoir
on %our launcher and let some of the fluid run out.
The idea is to gie i N\ water in the bottom of the reservoir a place to go.
Draining cuplul of oil shuuld just about get rid of any unwanted stuff that
might be in the resenoir That includes dirt, sand and whatever-as well as
the \ acer.
SREMOVE And seeing's how steel (the kind the
(OVER reservoir's made of) and water add up
to rust, it pays to take a gander inside
S the reservoir now and again. A good
time to do this is when you give the
reservoir a complete change of oil.
(HE(K RESERVOIR l When it's empty, take off the cover and
NOW AID AGAIN look at the inside walls. If you spot rust,
sing out for your support unit.
It sure nouldn'r hurt to empty the reservoir and check for rust if you get
more narcr thin oil n bn \ou do the draining like it says in para a. All that
aatcr could b a luc tu rust troubles.
Mjke sure Mou don r put anm thing but pure oil in the reservoir. And be sure the
cans have not been opened until you get ready to tilt them.

) LONG ON SHORTS?

RUU
,\ ( ONTINUITY
(HE(K

Has your support unit been around
to apply MWO 9-1440-252-30/32 (Sep
64) to the distribution boxes on your
launcher?
That's the MWO that adds things
like wiring harnesses, cables and a con-
nector plug to your distribution box
so's you can run 60-cycle commercial

power to your missile and booster
heaters.
The MWO's a good deal, but some
of the connector plugs that slipped into
the supply system are anything but.
Before you use the plugs, get out your
ohmmeter and run a continuity check
to see if you have a short between the
case and any of the pins. (The MWO
doesn't tell your support people to
make the check.) If there is a short,
yell for the guys at DS. Turning on
the power with a bad connector plug
in place could short out your launching
and section equipment.

V SLANT /

HARNESS IN HARM'S WAY?
True it takes a little stretching to get things right, but it pays to put
the clamp where it belongs on each of the wiring harnesses in the ECM and
chaff cabinet drawers in your Nike-Hercules AN/MPQ-T1 simulator station.
In other words the clamp should be in a place where it'll keep the har-
ness from looping down behind the drawer as you close the drawer. And just as
important is checking now and again to see that the cable that runs from the
negator motor to the clamp hasn't let go at either end. Seeing's how the idea of
the motor is to pull the harness out of the way when you close the drawer, a
busted or disconnected cable will let the harness drop behind the drawer as you
go to close it. Which is the same as having the clamp in the wrong place.
So what's all the to-do about the harness? Nothing, except that closing the
drawer on the harness could bare some wires. And this could lead to a short
circuit, and a short could ruin all the harnesses in the cabinet. That's all.
Another thing ... if you see that one of the ECM or chaff cabinet drawers is
open a bit as you go by it, shy away from slamming it shut at least until after
you've taken a look inside to see whether the harness is keeping it from closing.
A quick look could keep sparks from flying.

BE POSITIVE

It only takes a couple seconds of not take a close look at how the C1 capaci-
using the thinker and you can be in for tor sits on the board. You want +
trouble with your simulator station. going to +.
The problems take shape when the
Cl capacitor is put in backwards in BACKWARD INSTALLATION MEANS...
the filter network across the Zl gear O 0
changer on the elevation servo. In other
words, the capacitor gets hooked up
wrong the positive end of the capaci-
tor is fastened to the negative connec-
tion on the board instead of the right Pi
way--positive to positive. And with a
network in each of the six target co-
ordinate generators, it can happen in
a half-dozen places.
When you have one of the capacitors
in backwards, you get a big voltage
across it. The positive end of the capa-\ 0
citor will blow out and the R11 re-
sistor burns up because of too much
current. This leaves you with a gear
changer and elevation servo that won't ... BLOWN OUT ... BURNED RII
work. (1 CAPACITOR RESISTOR
So ... before you slip a filter network
into the target coordinate generator,

IN THE CLUTCH
So you turn the range knob on our of adjustment when \ou hear
one of tht six target coordinate the motor turning over. And put-
generators in your AN/MPQ-TI ting the clutch back in shape is a
and you hear the range servo motor job for your support people.
turn with the knob. You shouldn't. FRICTION
The only thing you want to notice CLUTCH
as you twist the knob is that the dial COULD
moves with it. BE OUT
It's a good bet that the friction OF A
clutch for the servo motor drive isDJUST

IT'S A PfT(Y)

A hole in on.
Great in golt, but a bad dcal it %,,u
have a hole in one-one ot rhe he GET
draulic lines :,n .our Nikc HcriculeI RI OF
launcher, that is. TAPE.
Believe it or noi, those sainleks stecl
lines can wind up n arh a hKle or more
under the coding i.ipt that ,:,u rrIight
still have on the Irncs.
Those strips of tape that were used
to let you know that the lines carried
hydraulic fluid under high pressure
were made with an adhesive that plays
hob with the lines. When the adhesive
and stainless steel are mated, chemicals So get rid of any coding tape that
go to work and actually pit the steel. may be on the lines. And use a cleaner
And the corrosion can eat right through like dry cleaning solvent to wipe away
the steel, giving the fluid a place to go any adhesive that doesn't go off with
thit it shouldn't. the [ape.

ON THE RIGHT ROAD .

No matter how hard you try you're not going to get three apples and four
pears to add up to seven oranges.
And when you read and see on page 5, PS 152, about using aluminum lacquer
on your Nike-Hercules launching and handling rail, something doesn't add up.
Here's the deal.
The "aluminum clad steel" that gets painted-according to TB 9-337 (Mar
61)-is the tracks on the loading and storage racks. The launching and han-
dling rail tracks (and the rest of the rail) should be hit with OD paint.
Something else.... the aluminum lacquer called for by the TB has been re-
placed by heat resistant aluminum paint. One gallon of the paint is listed under
FSN 8010-655-8458 on page 36 of TM 9-1440-250-15P/1/1 (Apr 65).

1 --- -FT r
Dear Half-Mast, .
MWO 9-1430-252-30/2/4 (18 Jul 63) puts ventilating equipment in the
RC van for the Improved Nike-Hercules system. And this gear includes blower
motors. Trouble is ... there's nothing in writing about lubing or pulling other
types of maintenance on the motors, at least not at the organizational level.
Sgt W. G.
Dear Sergeant W. G.,
You're right and you're not about to find anything on taking care of those
motors.
They're sealed and are supposed to run at least 3000 hours before they start
acting up.
Makes no difference whether the
motors are still working after 10,000 HANDS
hours-or go on the blink after only OFF
a few ... your support people take care
of 'em.

ON GUARD

You can say good-by to those heating troubles
you've been having with the ceiling lamps in your
Nike-Hercules trailer vans.
The glass lens covering the lamps has been the
real pain. By not letting out the heat generated by
the lamps, the glass can be blamed for burned out
REPLACES
lamps and scorched wiring. GRLAESS
But the glass has now been replaced by a guard- GLA
a metal grill. You'll find the three sizes you need on
pages 32, 33, 40 and 41 of TM 9-2330-212-24P
(Mar 66). They're listed under FSN 2590-053-3630,
FSN 2590-053-3631 and FSN 2590-053-3632.

After the potentiometers in the CP-
319 radar data computer have been
aligned those lock nuts have to be tight-
ened. Maybe you did put the pressure
to 'em. but during a jaunt across rough
terrain the nurs work loose and let the
pots shift.
Before tightening the locking nut.
remember... put a wrench grip on the
spanner nut. If you don't, you'll pop
the wires underneath the pot panel.

V fX M

45

- J

J

I

---

r

CAREFUL WHEN
ADJUSTING POT NUTS

)

While the computer drawer of the
OA-1256/MPQ-4A control-indicator
group is fresh in your mind, take a 3-in
piece of insulated rubber tape and put
it across the contacts of the B847 re-
solver. This will save the wires from
getting frayed and you from getting
shocked while you're aligning the pots.
Take care when you're replacing the
servo amplifier assemblies, too. Let the
guide pins steer the plug into the jack.
Forcing the amplifiers into the chassis'll

break the plug or pins and put your
brainy radar out of business.
There's another juicy bit of info
that'll save down time on the computer.

Heed the warning to stay within the turning limits of
the range and azimuth handwheels. Twisting 'em too far
will shear off pins, and the next thing that happens is
you won't know what numbers are up on the meters.
46

'uE NO And, if you'ree removing the OA-1256 on the MT-
L\ iHTiElr.IH. 133 control-indicator stand, be sure to pull only one
drawer ai a time or it'll fall flat on its face.
~You might find it awkward to operate 586 pounds
Sof electronic metal power that uwa ... especially if
you're under it.
Incidentally, with only one dra er out-whether
it's the computer drawer, IP-3"5 indicator, azimuth
S and range or C-2014 control power supply-make
S sure the safer) catch is engaged or the drawer'll drop
S- into your lap or on your toes.

I- '1P-375 TIP OUT- NG!! TIP IN OK!
Sure, you can't see what the test
probe's doing when you pur it into a
test point. But. that's the w a) to use it.
When you unscrew the insulator to ex-
tend the tip, you'll wind up grounding
out the oscilloscope and get a false
reading. So, keep that insulator in its
sheath.

C-2014 1
Pull the chassis out C
to the safety catch .. before throwing the interlock defeat
switch on the right side of the cabinet.

WIT(

Don't trip the switch unless the chassis is out, or
the switch's cover can be broken by the L-shaped
7- switch trigger. This also can leave the switch on
when the drawer's closed, and a lot of potent, danger-
ous power will be zooming through the radar set.
And, when you're changing or replacing an elec-
tron tube, lock it back in place with the tube cover.
S(OVER Or, any vibration'll loosen it and knock out radar
operation.

47

/ WHILE THE
CONTRCL- FOP uEr-" UPF
PRAWER', CPEN -'LAP
A PIECE OF INSULATED
TAPE ACROSS THE C651 '
CAPACITOR ON THE
PHASE SEQUENCE
NETWORK,

This will save you a jolt from 120 volts if you accidentally touch it while
changing a fuse or maybe a cotter key. 0
Take the C-2014's front panel. START
When checking or replacing fuses, keep the O BUION
rubber gasket seated against the cap. If it slips,
you can wind up with a damaged fuse receptacle. STO
This'll cost you downtime for higher echelon ,
maintenance. MAGN
MAGNETRON =
There's one other minor but important job an KNOB
operator should do as automatically as putting
one foot in front of the other for walking. i FUSES C
That is ... turn the magnetron power knob i[j
to ZERO or counterclockwise before pushing FUSES
the MAIN POWER starter stop button.
When the magnetron power's up, a sudden surge or loss of power could
damage the magnetron tube in the T-651 transmitter of the OA-1257/MPQ-
4A receiver-transmitter group.

OA-1257/MPO-4A ,
Since the subject of the Maggie has
popped up. there's something to be said
about it.
In replacing it be sure to tie the lead
with the red spade lug to the top of
the pulse transformer (TI 106) on Pin
2. The pin has a red dot identifying it.
Get those leads crossed and the life SPADE LUG
of the tube is shortened.
Another thing that will knock out __
the magnetron rube is fingerprints.

Unless )ou re a magician and can make the Maggie float into position, use
extreme care when installing it. Your best bet's to keep protective covering on
until it's installed. 'Cause handling either the output waveguide window or
white, feed-through insulating stem will set up a slow burn and out goes
the Maggie.
Should you accidentally touch the window or the stem, use a very soft, clean,
dry, cotton cloth to wipe away the finger evidence. This won't guarantee saving
the tube, but it'll up the odds a lot. i
If for some reason the crystal's in- CRYSTAL
sulating sleeve in the C-2102 control HOLDER
monitor gets lost, misplaced, or what-
ever you want to call it, don't sweat it. .
Get a piece of cellophane tape or -U
plastic "spaghetti," 3V inch in diameter | I
and V inch long. Insert the tape or ,
"spaghetti" into the crystal holder, con- I PS03
nect the P1503 plug and presto.. the PLUG
crystal's doing its job.
Without the insulator when the
power goes on you'll get a blown
crystal.
Then there's the klystron tube (VA-94B, SRU-210, MKK-24) in the receiver
that also has a RF output window like the one in the magnetron tube. You have
to keep fingers off the window. (
C.. -

By the way, if you wind up with a klystron replacement with only four leads,
don't flip.
Latch onto a fifth lead wire ... maybe from the defective tube. Connect it to
the P1506 plug and one of the tube holding screws. That'll do it.

F HD-264/MPQ-4A
THIS
Moisture has no favorite equipment to pick on and the SHILD
radar set's no exception. BLUE
That's why the HD-264/MPQ-4A electric desiccant de-
hydrator tries to keep you ahead of dampness that could set
up arcing and put the set on the blink.
Take, f'rinstance, the moisture indicator window in the "
HD-264. It should be deep blue (no moisture) ... That's only
half the picture since there are two desiccant chambers.
15 P Open the dehydrator cover to see if
both chambers have blue indicators. If
they're both blue... Fine.
BES If one is pink-change it. OF 1
BLUE A few more points to remember that
TOO will help knock down moisture to a
tolerable size.
Keep all air vents, filter covers.
valves and drain plugs open when rhe
radar set's in operation and closed v h n
-'-- the set's being moved.
i OPEN If you're shutting down that brain
WHEN child for a short time, leave all vents.
OPERATING covers, etc.. open for about one hour to
a oid condensation.
Special emphasis is nccded on the opening and closing of D
the drain plug for the xwaeguide -,stm in rhc OA-125"s
recenctr-iransmitier cabinet A buildup of moisrurc hire will
cause arcing into the tranmijttir and damage the magnctron.
( OA-1258/MPO-4A
When it's time to lower the AT-634 antenna re-
flector of the OA-1258/MPQ-iA antenna group, e.e
those upper shoes or holding clamps of the stowlock
assemblies.
If the 're not sticking straight our the reflector'll
hit a corner and get cracked, dented or maybe lose
b. a big chunk.

M454 (V-130) \
It sure can smart getting a cracked
.shin on the outrigger pad handle of rhe -
V-130 trailer chassis. Right?
To get around without a skinned
shin or bruises, give the handle on the C
outrigger a nidt berth and keep big
feet off.

REEMEMBER...

Another NO STEP on item is the
fender when it's down. The fender gets SWITIH -
twisted and won't lock when it's up,
thus disabling the interlock to cut-out /
rrasersing mechanism.
In the up position ... you can step all : I
over the fender. "
HANDWHEEL DEAL DOWNr
Carrying a lot of weight around with
the radar set is the azimuth drive assem-
bly handwheel.
It's so important it's worth three
senses to know the handwheel shaft is --
in the position it's supposed to be.
Use your eyes, ears, and touch to tell
you whether the locking pin on the azi-
muth shaft is in the engaged, neutral or N UTR DISENGAGED
disengaged position.
If the shaft is betwixt and between the engaged and neutral position, gears
can chip or break, jamming the radar's azimuth movement.
A sheared gear would put the set on the mortar tracking sidelines.
.*ll~eS

BATTERIES Terminals clean and tight with
light coating of GAA. Water level at split
rings. Battery holddowns secure. (Warning
- If you find a loose terminal, don't tighten
it until all 3 ground straps have been dis-
connected.)

POWER PACK OIL LEVEL Check like it says
In the LO alter the turret motor has gone
through a pumping icyle li the oil level is
above or tielow the FULL AFTER PUMPING
marl on the gage, :all your mechanic.

-

111

FORMS AND PUBLICATIONS
EQUIPMENT LOG BINDER-All forms and records
filled out and up to date.
FORMS -SF91 and 2 copies of DD Form 518.
STRAP LOCATION DIAGRAM-Drawing number 7953850
for the M60 and drawing 10905447 for the M60A1.
PROTECTIVE BINDER- Loose leaf binder for LO and
-10 TM issued as FSN 7510-738-6164.
TECHNICAL MANUALS-Latest editions, complete with
changes (if any) of the following manuals:

SEAT Moves freely both LET'S LOOK AT THE BRAKES Release smoothly under .O000-PSI on brake
up and down and from side DRIVER'Spressure gape (M6AI only) when transmission shift
to side. Support bar and lever s moved from PPark) to N (Neulrall.
shaft both lubed Backrest L/
seat and backrest service
present Paddin g on both
able Trip lever dumps seat

DRIVER'S HATCH Not .
stuck, must open and close
smoothly. Shaft must not
be lubed A lubed shaft
counts as a gig.
HULL TURRES SEAL --est STEERING WHEEL With engine stop- T r e ,T
HULL TURREb SEAL-Test ped, pull full right and let go; then full :OUP
Sby I"nflain with pump left and let go. In both cases wheel or w'
2c PSI Check it ore hof'rT .. to
25 PSI CheC. 1 one hour" bar must snap completely back to cen-
later If it has dropp dI b-e ter position.
low 24 PSI jot this d wr
or your DA Form 2404

FIXED FIRE EXTINGUISHERS-Seals
unbroken on internal control handle and
lines tight. Check tag for date of filling. ;
Extinguishers not empty. (Cylinder must '
be recharged or replaced if its weight 'I'""z.
loss is more than 10 percent of the OuLL
difference between the full and empty i.. -- PURGE PUMP HANDLE--
weight marked on the cylinder). sr .m uWorks. W rng not frayed
ALL INSTRUMENTS-Glass or broken. ACCELERATOR--Moves
.FUEL SHUTOFF.HANDLE E NGINE covers not missing, crack- smoothly. (e f it binds
FUEL SHUTOFF HANDLE ENGINE ed or painted over, instru- check the linkage for
Lightly lubed Works COMPARTMENT ments and warning lights 7.62 MM brass or other
easily. Not stuck. work. Operate within nor. debris).
mal limits set on pages 2-9 ,*
to 2.12 of your -10 TM. ,

PERSONNEL HEATER-
DRIVER S Check for leaks.
DRAIN VALVES--Open and SLAVE CABLE OUTLETS
close to be sure they work O T. f~t. Securely mounted.
easily not burned or pitted.

BUSTLE AMMO RACKS All rub-
ber pads secure. Each handle com-
plete with 2 springs, handle, nut, ".=
pin and collar. (Bustle racks on AMMO STRAPS (3),
M A1 are not to be used). Be s present and service- STOWAGE CABINET--
your ammo is secure. able. (M60 onlv). Securing straps not
bent or missing.
MAIN GUN- Make sure the 2 gun cradle trunnion bearing -
lube points get lubed like it calls tot in the LO. You have
to take off the ballistic shield to gel at 'em. This applies
only to the M60 tank. The M60AI has no lube points at \
this location. t !

' LET'S
TAKE A LOOK AT
^wwsMy

AMMO BOXES (TURRET PLATFORM
FLOOR) Hardware complete and
tight, bolts, lockwashers, and flat-
washers (4 each per ammo box on
M60A] and 5 each per ammo box
on M60 tank).

TURRET VENTILATOR-Turn
ON for a few seconds to
make sure it's working.

RECOIL MECHANISM Check ior indicator tape broken
inside the replenisher cylinder by gently pulling on the
tape. Check your log book to make sure the gun has
been fired or the recoil exercised within the past six
months II not check your Form 2404.

FIRING PIN-Clean, but
not lubed, no gook in
the firing pin well, or
between the contact ~~/
and the ignitor cam. '

REPLENISHER HOSE Check hos.e to be sure there are
no soft spots. Eyeball I,: make sure it's not getting
pinched

57 RMOrE

SIGHTING SYSTEM
M32 GUNNER'S PERISCOPE-
Headrest adjusted to gunner's LAMP RECEPTACLE CHAIN Present
head, diopter ring adjusted and attached at both ends (You can't
for focus, be sure all knobs get the receptacle out by pulling on
work freely, not painted over this chain. You will just pull out the
If there is moisture in the attaching pin I
optics, notify your mechanic
Check for parallax error If ,-
you have too much parallav
yell for your company me
chanic f

TELESCOPE Headrest ad- '
ousted, diopter ring will bring
reticle into focus Notify me-
chanic if there is moisture in
optics. Three filters amber,
red, and neutral density -
present and in good condition
in filter box

AZIMUTH INDICATOR Faulty. Resetter
knob must turn without moving any
pointers Slight down pressure moves the
micrometer pointer. When the micrometer
pointer is over the azimuth pointer addi-
tional downward pressure must move both
pointers together. Gunner's aid should
turn freely but with a slight drag so it
will not move after you take your fingers
off it Check both lights with the light
instrument (M60 only.

AUXILIARY INSTRUMENTS

RANGE FINDER Moisture or fungus inside optics.
"-'- (TB ORD 668 (Jul 65) gives you the dope on having your
support purge and nitrogen charge the range finder
at least once every 90 days. All knobs present and free
working, no scales painted over. (All knobs. levers and
controls are made to operate freely without using
force ) Spare bulb bo, should contain four 1203 bulbs
and two 313 bulbs. (Always have all range hnder
switches OFF when you change a bulb or you might
burn out a resistor)

RANGE FINDER HEADREST Secure and clean, rubber
Snot chunked, lightly powdered (Clean rubber on all
headrests with damp cloth only Dry cleaning solvent
will rot the rubber. For powder use Talc, technical
powdered (soapstone) Type IV, Class C, FSN 6810-270-
9989 for the I Ib can Il's hsted in SB 38 100 on
page 33.)
-- ----
COMPUTER Check it out like it tells you in para
3-2G8 of your -10 manual When you change the bulb
in the reset button Ilght, twist the reset indicator lens
S-- cap to the left until it screws off. Never, (but never)
put a wrench on the her nut behind this lens cap
because twisting this nut could make two wires touch
which would short out the computer. The cover over
the range scale light bulb is soh metal and you hafta
be very careful not to cross thread it. The ammunition
r selector handle is plenty strong enough if you don't
rough house with it release it gently Be sure the
superelevation hand crank is pushed all the way out
before you touch the reset button.

SUPERELEVATION ACTUATOR OUTPUT
SHAFT No slipping at shaft joints.
Check by turning range knob and eye-
balling the shaft All parts must turn
together without slipping. Adjustment
of the coupling is critical but crewmen
never need to do it. This is strictly a
turret mechanic's job

TRAVERSE GEAR BOX-
Check oil level. If it is be-
low the filler plug line add
oil as called for in the LO.
II the oil looks red get it
rinw nn n inar 9404

NOBACK ACTION-
With a handkerchief or Now use the commM under's
piece of tape tie the lodk- control hndle tose hi
ing lever to the manual htrrse left 900 ls Now do the rihtsame thing
traverse handle so that it maium speed. Slam to hiveing right. f the
con not engage. o stop. mal traversing bond.
con not engage.. a spins during this action,
0 the nobock is out of
whack. Tell your turret
S. mechanic to get it fixed
before somebody gets
clobbered.
. . .. . . .

COMMANDERS POWER CONTROL HANDLE Linkage in
good adjustment. With turret in power, test by holding the
handle steady and pressing the override. Shifting should
take place but you should get no movement of the handle.
If the handle kicks backward it means the elevation linkage
is too long. If the handle kicks forward, elevation linkage
is too short. Likewise, if the handle kicks to the right the
traversing linkage is too short and if it kicks left the travers-
ing linkage is too long.

FIRING TRIGGERS-Must operate ridt. With
circuit tester make a continuity check of all
4 firing triggers. 0 000
When you touch a trigger the bulb in the
tester should flash for a split second only.
If it keeps on burning while you hold the
trigger depressed, call your mechanic and
tell him you have a dangerous malfunction.

~2L,

SVIAL
*r-6" "'^

I

n

a
i

'"`"-

GUNNER'S POWER CONTROL HAN
DLES Move them into traversing
position (tilted) but without touch
ing the magnetic brake switch. If
the turret moves, call your turret
mechanic because something is
wrong. .

TURRET CONTROLS CONTINUED
TURRET JC9NTROLS CONTINUED

BRAKE WEAR Braking Action.
When you traverse with the gun
ner's or commander's power han-
dles, be sure you get the handle
to neutral (center) position before
you let go of the magnetic brake
switches Otherwise you put a lot
of extra wear on the brake.

--1

AZIMUTH LOCK-Push down
on the azimuth lock handle,
check to make sure it stays
down. If it won't work, make
a note on your Form 2404.

AZIMUTH INTERLOCK -
After pushing forward the
azimuth interlock handle to
disengage the lock, make a
complete traverse.
The interlock handle should
not self-engage.
Now pull out the interlock
handle and traverse the cu-
pola slowly, like s-l-o-w.-y.
The plunger should tall into
the indexing slot when it
reaches it, and the cupola
should not traverse farther.

CONTACT BOARDS (left and
right) With dome light
ON, slowly traverse the cu-
pola in a complete circle. If
the light flickers or dims at
any point it is a sign the con-
tact boards need cleaning.
Write it up on your 2404.

M85 MACHINE GUN -
Elevate and depress the
machine gun.
If it is harder to move it
one way than the other,
your equilibrator spring
needs adjusting.

FIRING MECHANISM Charge the gun, checking the
condition and the action of the charger. Try both the
manual and the electrical triggers. Look over electrical
contacts for burns or dirt. (NOTE: The manual firing
handle trigger extension is no longer used, because it
can get caught and start the gun firing by accident. If
you have one get it taken off. Don't throw it away,
though, because you have to turn it in when you turn
in your M85.)

MORE

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11

-e -- --

REAR DECK CLEARANCE SWITCH With the gun over the driver's hatch and depressed
to maximum, power traverse it left (or right). If the gun fails to jump enough to clear
the rear deck (or otherwise acts wrong. tell your turret mechanic. He will adjust the
bracket on your ballistics drive.

MANUAL FIRING HANDLE--(Emergency fire)-Must operate.
To check operation, put circuit tester in breech and with loader
safety switch in FIRE position, give handle a turn to the right.
Tester light should glow for a moment and handle should return ,
to its rest position when released. This handle operates a genera- ll
tor that makes a small electrical current. However, if the handle
is not returned to the rest position and the primary gun circuit \
gets a shot of juice, the generator is turned into a motor. This
does it no good so be sure the handle is in the rest position
except when you want to use it.

MISCELLANEOUS
AIR CLEANER INLET -Adjusted according to mission and season. Draw air from the turret
when fording (a must) and when the air is very dusty outside. In winter draw from the
engine compartment. In summer drawing from the turret helps to cool and ventilate the
crew compartment.
TANK COMMANDER'S SEAT Platform will lock in stowed position. (Latch not
broken.) Seat height adjustment tube lightly lubed. Locking handle works. (M60A1
only Footrest lightly lubed and not broken) 1 ----

BRAKE CYLINDER BARGAIN

Sure, two-for-one is a good bargain,
but one-for-two is still better.
Take the two kinds of brake slave
cylindersfor your M60A1 tank, FSN
2530-078-4709 and FSN 2530-974-
9674, listed on page 2-163 of your TM
9-2350-215-20P (Jan 65). Both of them
are going out of the system to be re-
placed by one new kind, which you can
order now as FSN 2530-920-7561
(P/N 10951883).
If your M60A1 tank serial number
is between 2620 and 3920 TB 9-2350-
215-30/1 (Dec 65) tells your direct
support the brake slave cylinders must

be taken apart, cleaned, and put back
together again with the parts from
slave cylinder repair kit FSN 2530-921-
5083. If this hasn't been done already,
ask them to do it.
If your M60A1 tank serial number
is not between 2620 and 3920 and the
part number on the slave cylinder hous-
ing is 10916168, then repair kit FSN
2530-866-9387 (P/N 5703516) must
be used.
Both of these repair kits are at the
depots waiting for your direct support
to order them.

7eletyee Lubes
TB 11-5800-204-20/1 (17 Feb 66)
does a neat job of putting all your
teletype lubes in one package. What's
more, it lists three FSN's for stepping
switch grease and oil-like Grease,
aircraft and instrument, FSN 9150-261-
8297; Lubricating Oil, colloidal graph-
ite, FSN 9150-261-7905, and Lubricat-
ing Oil, watch, FSN 9150-270-0063.
Sizes, respectively, are, 8, 2 and 1/2
ounce.
Don't Refpaet
"Leave well enough alone." That old
saying goes for a lot of things and
there're not many more important than
the ram pressure probe assembly on
your Nike-Hercules missile. You don't
want to fool around with the probe, not
for any reason. If it happens to take a
beating, send out the word to your
support.

The latest info on safe handling, stor-
age and disposal of luminous compasses
containing radium, promethium or trit-
ium is found in TB 5-6600-227-15/1 (9
Feb 66). If you've got one of these com-
passes, better keep this pub handy.

7igt 'at Ldoe
If you happen to own an M416 1-ton
cargo trailer-and if the lunette won't
turn freely-then check out page 118
of TB 750-933-1 (Oct 65). This EIR Digest
gives you the go ahead to drill another
11/64-in cotter pin hole a quarter inch
back from the present hole. Now you
can loosen up slightly on the compression
spring and still have room to run a cotter
pin through the lunette attaching nut.

Gottaf /itd Standervd

When you need air cleaner hose for
your 10- and 20-HP Mil Standard en-
gines, order by code number 97403 and
part number 13206E1254. Forget about
FSN 4720-639-9897 that's listed in TM
5-2805-204-24 (Nov 65). It's not right.

Would You Stake Your Life Aon
the Condition of Your Equipment?

HEY! YOU

So, Keep Yours Water-Free!
DRAIN DIESEL FUEL FILTERS DAILY-
(TWICE A DAY IN HOT HUMID PLACES)
And Drain Water Off Bottom
(/\ Of Fuel Tank Once A Week. / A